Driving means for auxiliary machines on condensing steam locomotives



May 26, 1925. 1,539,154

H, BOLTSHAUSER DRIVING MEANS FOR AUXILIARY MACHINES ON CONDEN SING STEAM LOCOMOTIVES Filed Nov. 14. 1924 n I ll Patented May 26,

UNITED STATES PATENT 'OFFl'CE.

HEINRICH BOLTSHAUSER, OE ZURICH, SWITZERLAND.

.iApplication filed November 14, 1924. Serial No. 749,959.

To all whom it may concern Be it known that I, I'IEINRICH BoL'rs- HAUSER, citizen of the Republic of Switzerland, residing at Zurich, Switzerland, have invented certain new and useful Improvements in Driving Means for Auxiliary Machines on Condensing Steam Locomotives, of which the following is a specification, reference being had therein to the accompanying drawing.

As is well known a number of auxiliary machines have to be provided on condensing steam locomotives, such, for example, being a circulating pump for the cooling water, a pump for the condensed water and a feed pump, a blower for the furnace, and a cool ing air fan for providing the air required for cooling the surface condenser, if this condenser be an air-cooled one, or for re-cooling the cooling water in cases where the surface condenser is a water-cooled one. It is already known to drive a number of these auxiliary machines by means of a single auxiliary prime mover. Thus, for example, in a well known arrangement of this type, the cooling water, pump, the pump for the condensed water, the feed pump of the locomotive boiler and an air pump for the brakes are driven by a separate auxiliary turbine. In addition thereto an auxiliary turbine is provided for driving the cooling fan and the blower for the furnace. If these auxiliary turbines are of small dimensions a poor degree of elliciency must be tolerated. As however, on locomotives in particular, the availablespace is limited, it becomes compulsory to make the turbines of small dimensions and to work with a poor degree of elliciency. The result of this is that the steam consun'mtion of the auxiliary turbines is unduly high in comparison with that of the main driving engine of the locomotive, so that their total degree of eliiciency leaves much to be desired. According to this invention, which has for its object, to overcome the above mentioned disadvantage, the auxiliary machine, in the case of a condensing steam locomotive which has at least one auxiliary prime mover for driving at least one auxiliary machine, is driven, when a certain n'edetermined speed of travel of the locomotive is exceeded, by a member actuated by the main driving engine of said locomotive, whilst said auxiliary machine is driven by the auxiliary prime mover as soon as the speed of travel falls below the above mentionedpredetermined rate, the change over from one driving means to the other taking place solely in dependence upon the rate of speed at which the locomotive is travelling. In an arrangement of this kind the auxillary machine, when operated by a member actuated by the main driving engine which on account of its small size works at a degree of efficiency lnferior to that of the main driving engine. Thus an improvement of the degree of efiiciency of the locomotive at normal rates of speed is secured.

For the purpose of improving the total degree of eliiciency of stationary steam turbine plants and marine turbine plants, which have, in addition to a main turbine at least one auxiliary turbine for driving auxiliary machines, it is already known to couple the auxiliary turbine to the main turbine meohanically and to allow it to be driven by the latter so long as the working pressure in the main turbine does not fall below a definite limit, but when it does fall below such limit to allow the auxiliary turbine to be worked directly by steam. In this arrangement, the admission of steam to the auxiliary turbine is controlled by a cut-off valve in accordance with the steam pressure in the main turbine, which pressure is greatest when the speed of the turbine is high and least when the speed of the turbine is low. An arrangement of this kind cannot however,-be used in conjunction with locomotives, to which kind of engines the present invention is exclusively confined, as, in this case, the greatest output of power does not always coincide with the greatest speed of thema in turbine. Thus, in the present case, when starting and when ascending gradients, where the rate of travel is small, the highest steam pressures are operative in the driving engine. If the arrangements already known were employed, the

auxiliary turbine would,in such a case, run too slowly and would therefore supply too little power, whereas it is just at this time that it ought to supply asmuch power as possible. In the subject matter of the present invention, where the change over to a particular method of driving takes place solely in dependence upon the rate of travel and not upon the steam pressure in the main turbine this cannot happen.

Examples of constructional forms of the invention are shown in the accompanying drawing, in which Fig. 1 is a side view of a condensing steam locomotive.

Fig. 2 is a vertical section on line II-II of Fig. 1, and Fig. 3 is a horizontal section on line 1Ill1l of Fig. 2.

Fig. 4 shows a modification of a detail and Fig. 5 shows a further detail.

In the drawing 20 denotes the steamboiler of a steanrturbine driven locomotive, from which boiler a conduit 21 leads to the main turbine 22' serving to drive the locomotive. The exhaust steam from this turbine 22 flows through an exhaust branch 23 to a condenser consisting of two halves 24, 25.

1 denotes an auxiliary steam turbine, to which steam for its operation can be admitted from the boiler 1 through a pipe 3, provided with a cut-ofi device 2. The turbine 1 exhausts through pipe 1 into the condenser part 24. 4 is a cooling water pump, forcing cooling water from the condenser 24, 25 through pipes not shown into a re-cooling device also not shown and from the latter through pipes 26, 27 back into the condenser 24, 25.. A pump 5 for the con- (lensed water sucks the water of condensation through the conduits 28 from the condenser 24, 25 and forces it through pipe 29 into a feed pump 6 which delivers the condensed water pumped up by the pump 5 through pipe 30 to the locomotive boiler 20. The auxiliary machines 4, 5 and 6 may be driven either from the auxiliary turbine 1, or by a. chain gear 8, 9,. 10 from the locomothe axle 11. The change over from one method of driving to the other takes place in dependence upon the speed of the vehicle, a governor 14 driven by gearing l2 and a rod 13 from the wheel axle 11, closing the cut-off device 2 when the speed is high and simultaneously shifting a clutch mem ber 16 coupling the member 10 of the chain gearing to the shaft 15, by which the auxiliary machines 4, 5 and 6 are driven. On the other hand, at low speeds, the governor 14 opens the cut-off device 2, disconnects the chain gearing 8, 9, 10 and shifts the member 16 into engagement with a member 17 operatively connected to the auxiliary turbine, 1, so that the latter receives steam and drives the auxiliary machines 4, 5, 6 and 7.

The operative connection between the gove-rnor14 and the clutch member 16 is, for

the sake of clearness, only diagrannnatically indicated in Figs. 2 and 3. Fig. 5 illustrates these connecting means in detail. A one-armed lever 36 fulcrumed in a bracket is connected intermediate of its ends to the sleeve 37 of the governor 14 and with its free end to the valve spindle 38 of a piston valve 39 controlling the flow of pressure liquid to and from a servo-motor cylinder 40. 41 denotes the servo-motor piston, the piston rod 42 of which is extended towards the valve 2 and coupled to the latter by means of a lever 43. A two-armed lever 44 is interposed between the piston rod 42 and the coupling member 16. In the position il lustrated itis assumed that the locomotive travels at a high speed and the governor l4 maintains the valve spindle 38 in its upper position so that pressure oil supplied through the conduit 45 flows through conduit 46 into the left hand portion of the servo-motor cylinder 40 and forces the piston 41 towards the right whereby the coupling member 16 is in engagement with the shaft 15 and the auxiliary machinery is driven by the turbine of the locomotive, the cut-off device 2 being closed. The right hand part of the cylinder 40 is connected by the conduit 47 to the exhaust pipe 48 of the valve 39. The flow of the liquid is indicated by arrows. When the locomotive speed drops below a predetermined limit the sleeve 37 of the governor 14 moves in the downward direction and displaces the valve spindle 38 also in the downward direction. Thereby pressure liquid is admitted through the conduit 47 and is exhausted through conduits 46 and 49; the piston 41 moves thereby towards the left and the clutch member 16 is shifted into engagement with the member 17, the cut-off device 2 is opened and the auxiliary machinery is driven by the auxiliary turbine 1.

hen the locomotive travels downhill the auxiliary machinery is usually driven from the locomotive axle through the inter-me diary of the driving wheels as the speed at which the locomotive travels usually exceeds the determined limit. The auxiliary machinery is accordingly in this case operatively connected to the main driving turbine although the latter runs idle and has its steam supply cut off;

hen the main driving engine of the 10- comotive is constructed in the form of a steam turbine driving through atrai'ismission gearing, as shown in Fig. 1, the power for driving the auxiliary machine or machines, which are to be driven indirectly from said turbine when a certain speed of travel is exceeded, can be derived from said transmission gearing. Such an arrangement is shown in Fig. 4, where, for the sake of clearness, only one auxiliary machine, i. e., the feed pump 6, is shown, and where 1 denotes again the auxiliary steam turbine. 31 is an intermediate shaft of the transmitting gearing of the main driving turbine, said shaft corresponding to shaft 31 of the transmitting gearing illustrated in Fig. 1. The shaft 31 drives shaft by a bevel gear 33, a shaft 32 and a bevel gear 34 v(corresponding to the shaft 15 of the first embodiment) by which shaft 35 the pump 6 is driven when a certain speed of travel is exceeded whilst it is driven by turbine l, in the same man nor as described with reference to Figs. 13 when said speed of travel is not exceeded.

Any desired number of auxiliary machines may be operated by one member driven from the main driving engine of the locomotive and the auxiliary turbine 1 respectively.

I claim:

1. In a condensing steam locomotive in combination, a main driving engine, an auxiliary prime mover, auxiliary machinery, and means adapted to operatively connect saic auxiliary machinery to moving parts of the locomotive adapted to drive the auxiliary machinery when the locomotive exceeds a certain speed of travel and to operatively connect said auxiliary machinery to said auxiliary prime mover as soon as the rate of travel falls below that limit.

2. In a condensing steam locomotive in combination, a main driving engine, an auxiliary prime mover, auxiliary machinery, change over means to operatively connect said auxiliary machinery to moving parts of the locomotive adapted to drive the auxiliary machinery and to said auxiliary prime mover, and speed responsive means influenced by the speed at which the locomotive travels and adapted to control said change over means.

In a condensing steam locomotive in (.'(l)llll)li1zttl0l1, a main driving engine, an auxiliary prime mover, auxiliary machinery, change over means to operatively connect said auxiliary machinery to moving parts of the locomotive adapted to drive the auxiliary machinery and to said auxiliary prime mover, speed responsive means influenced by the speed at which the locomotive travels and adapted to control said change over means, and means operatively connecting said speed responsive means to means controlling the admission of driving fluid to the auxiliary prime mover.

4. In a condensing steam locomotive in cmnbination, a main driving engine, an auxiliary prime mover, auxiliary machinery, and means adapted to operatively connect said auxiliary machinery to driving members moved by said main driving engine when the locomotive exceeds a certain speed of travel and to operatively connect said auxiliary machinery to said auxiliary prime mover as soon as the rate of travel falls below that limit.

In a condensing steam locomotive in combination, a main driving engine, an auxiliary prime mover, auxiliary machinery, change overmeans adapted to operatively connect said auxiliary machinery alternately todriving members moved by said main driving engine andto said auxiliary prime mover, and speed responsive means influ enced by the speed at which the locomotive travels and adapted to control said change over means. i

6. In a condensing steam locomotive in combination, a main driving engine, an auxiliary prime mover, auxiliary machinery, a driving connection interposed between members moved by said main driving engine and said auxiliary machinery, at second driving connection interposed between said auxiliary power engine and said auxiliary machinery, change over means adapted to render either of said driving connections operative and the other driving connection inoperative, and speed responsive means influenced by the speed at which the locomotive travels and adapted to control said change over means.

7. In a condensing steam locomotive in combination, a main driving engine, an auxiliary steam turbine, auxiliary machinery, a driving connection interposed between members moved by said main driving engine and said auxiliary machinery, a second driving connection interposed between said auxiliary steam turbine and said auxiliary machinery, change over means adapted to render either of said driving connections operative and the other driving connection inoperative, and speed responsive means influenced by the speed at which the locomotive travels and adapted to control said change over means.

'8. In a condensing steam locomotive in combination, a main driving engine, a pinrality of wheeled axles, an auxiliary prime mover, auxiliary machinery, a driving connection interposed between one of said wheeled axles and said auxiliary machinery, a second driving connection interposed betweensaid auxiliary power engine and said auxiliary machinery, change over means adapted to render either of said driving connections operative and the other driving a certain speed of travel and to operatively connect said auxiliary machinery to said auxiliary prime mover as soon as the rate of travel falls below that limit, said means being also operatively connected to the means controlling the admission of driving fluid to the auxiliary prime mover suchwise that driving fluid 1s admitted to this prime mover when the auxiliary machinery operatively connected to it and that the admission of motive fluid to the auxiliary prime mover is shut off when the operative connection between it and the auxiliary machinery is broken.

In testimony whereof I aflixed my signature.

I-IEINRIGH BOLTSHAUSER. 

